Automatic ignition-switch



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NOR TO `WAGNER ELECTRIC Mlilhlll FACTURENG COMPANY, OF ST. LOUIS, MISSOURI, A CORFORATON 0F MISSOURI.

ventenne. wenn, Von sT. LoUs, lMIssoURit. issie gggipg l ,Specification of Letters atent. Patent-@d Nrw, 23, 1920,

Application inea March ifleisf sei-iai no. aeree?.

To HZ i12/omit mag/'concern Contact Si, of this switch is under the con- T' v Y l I Be 1r. known that i, l Liann el, if rsi., a v trol ot the Weights and is adapted t'omove' snbjectot the King ol lilnglainl, residing at longitudinally along the shaft -i and to co` the city oi? St. Louis, State ot' Missouri. operate with the stationary contacts 1,8 and 6| United States of America, have invented a 9. The cani 29 ot the tirnerand the distribuc'ertain new and useful Automatic lgnitionter 30 are driven from the engine in the Switch, of which the following is such a usual way.

fuil, clear, and exact description as will on- The automatic ignition switch comprises able any one skilled in the` art vto- Whicli it vthe two levers lt? and QT, .both pivoted at 35 65 apioertains to make and use the name.. reiiei and in electrical Contact with earh other. etree being had to the accon'ipanying draw. Il'he .spring tendsl to keep the lever 2? ings, forming' part oi 'this spe iiicatioit ngainet the stop lil on the lever 18 and the v iliy invention relates to battery ignition spring i5() attached to the projection 33 'of systems, and in particular to a system in tho leverltendstokeep hothlei'ere in their 70 which the prima-ry ignition circuit ie4 noroli position, in which the lever 27 'rests "rily draining and possibly entii mally closed. against the stop 16. vBoth levers may be .In systemsoii the type above referred to moved by means of the handle 3G. The it is desirable'to employ means to prevent i'iuluter-cloclwise rotation of the lover 2T iS over-heating' the spark coil and uriner-essan arrestwl hy the catch 14; mounted on the flat 75 dischargu' spring il held in-tl1e Clamp l2 and carrying ing the battery, if the operato* omits to an armature latlapted to cooperate with open the ignition switch after the engine haS the electromagnet l0. As long' as the catch come to rest and the timer has stopped .in i4 is in' the control of spring l1., it will pre vits closed position.. The battery and coily rent the lever 27 from moving in a countcl 80 )rotectine means; herein described com 'irise clockwise direction he 0nd that ooint in ...a .r i y a centrltngal Switch combined with another which 1t rests on the stationary Contact l5,

iftiition switch ada ited toshunt the former which is connected. to the ositive )ole of 4 te i l during the starting operation and so varthe battery 2 through the electromagnet 25.

- ranged to automatically open as soon as When this elcctroniagnet 't0 taltes control ot switch.-

the ,centrifugal switch has closed. l prefer the ciitifh'll, then the lever. 27 is free to more to combine this' .auxiliary automatic switch beyond the Contact l5. The lever 18 is with the usual hand operated ignition adapted tov be held in its position of Contact with the terminal 17 by means of the spring in thoaccompanying. drawings, Fig-nre l' controlled catch 2L, cooperating with the 90 4shows one embodiment ot` my 'invention notch S21 in 'said lever. The S )rino @my Vini- 7 l. t3 3 h while l1 igzQ is 'a modification thereof. 'the `cati-h is heldl at 24 and carries an" v.eierrneg to F 1g.l l7 the high tension armature QG cooperating' with the electro Avgrindingl of the spark coil-3 is grounded at magnet 25. When this elect-romagnoli is one end and connected to distributor 30 cnelgizedfthe catch 22 is rendered. inopera- 95 at ,the other. This distributor is connected. tire. as shown in l.

to the spark-plugs 35% in the usual way. @ne The operation ot the arrangement shown pole of the primary ofthe spark coil is conin liligr. l is as' follows: With the engine at nested to the stationery Contact. 7-

the rest, the'centrifnga'l switch will be open, as centrifugal switcha through the storage het Shown in the ligure. .The catch let will be 1.00

. teify 2, Whilethe other pole of said Winding nnder the control oi the spring ll and stands is connected to the ler/'ers 1S and :27 of the, in the way ot the lcver?. fthe catch 22 will automatic ignition switch, through the timer he under the control of its spring,r and ready 287 29. The Stationary Contact 9- of the een# to arrest the travel oi the lever 18. The potritugal switch is eonnected to the-contact sition ofthe timer and of the distributor is 105 17, coperating with the lever 18;, and the ldeterniined by the position in which the stationary Contact 8f oithe centrifugal engine came to rest andis'iminaterial. 'lhef switch ie conne ted to the negative pole of automatic ignition switch is under the conthe battery 2 tl'irongh the elcctromagnetultl, trol' of the'sprini;y 20, the lever 27 resting The centrifugal sii/itch. is mounted on the [against the stop 'and lever 1S resting'lto i shari, it,

drift vided with a pulley '6 adapted to against the lever 27 at '19. The eng-ine il :from engine.. The movable may be :started in any desired manner. lint.

while it is being cranked, the automatic ignition switch should be turned in a counter-clockwise direction by means of the handle 86 and preferably until the lever 18 comes into contact with the terminal 1T. The two levers 18 and 27 being held together by the spring 23 will at first move without change in their relative position, but as soon as the lever 27 rests 'on the contact 15 its further movement will be arrested by the catch 14 and any further movement of the lever 18 will place the spring 23 under tension. Contact between the lever 27 and the terminal 15 shunts the centrifugal ignition switch 32 and also the hand operated switch 17, 18 and connects the positive pole of the battery 2 to one end of the low tension Winding of the spark coil through the electromagnet 25 and the timer 28, 29. The

'energizing of the electromagnet 25 will place the catch 22 under the control ot' the latter and render said catch inoperative. For this reason, the hand ignition switch must be held in its closed position against the springs 20 and 23 until the engine has fired. Should the engine fail to start, then levers` 27 and 18 will ily back to their first ofi position as soon as released, -but it the engine lires and equals or exceeds-itsl lowest operating speed, then the centrifugal switch will interconnect the stationary contacts 7. 8 and 9. As soon as the contact 8 is connected to contact 7, the elcctromagnet 1() will'be energized, attracting the armature 18, yielding the lever 27 to the control of the spring 23 and interrupting the circuit ot the electromagnet 25 at the point 15. The demagT netization of 25 releases the catch 22 which engages with the notch 21 as shown in Fig. 2 and holds the lever 18 in its closed position independently of the operator, who can then release the handle 36.

The centrifugal switch is so setl that it will conne-ct the. contacts 7 and 8 at, or near the lowest operating speed of the engine andv disconnect them at a considerably lower speed. It may sometimes be desired to have the movable contact 32 connect the stationary contacts 7 and 9 before connecting the contacts 7 and 8 shown in Fig. 1. As the engine speed increases and the contact 32 moves farther along the shaft 4, it interrupts thel circuit of the electromagnet 1() at the point 8, thus allowing the catch 14 to resume its normal position and reducing the drain on the battery. now4 come to rest, the centrifugal.` switch will interrupt the ignition circuit at the points 7 and 9 and prevent Athe battery from discharging through the primary of the spark coil. even though the ignition switch 18 is still held in its closed position by means oi the catch 22. Before the engine can be again started. it is necessary to firstreturn t, ye levers 18 and 27 to. theiroti" position.

'independently of the lever 27 and by the electromagnct 1() is here stationary y switch and the positive pole of the battery Should the engine.

position shown in Fig.

The catch 1.1 is so formed as not to hinder this movement. This can be done by overcomingl the resistance of the catch 22 by means ot the handle 36 or by temporarily closing the circuit of the electromagnet 25 ot' the spring controlled switch 37. After the hand controlled ignition switch has been returned to its off position, the operations just., described can be repeated, the engine being cranked by hand or by means of'a cranking motor as is now usual.

One way to interrupt the ignition whilethe engine is running is to forcibly overcome the resistance ot' the catch 22 and return the levers 18 and 2T to their oli' positions. The resistance ot the catch 22 may be overcome either by putting extra pressure on the han die 3G or by moving the catch itself out ofl the way h v hand. or by temporarily closing the switch 37 energizing the elcctromagnet 25. ln orde1 l tov reinstate ignition under thc same com-litions, the lever 18 should be brought hack into its closed position. In so doing. the lever 2T may be arrested in the position shown in Fig. 1 in case Contact' between 32 and 8 is broken at the time. If so arrested, then 18 will not remain in its closed position. In order to overcome this dilliculty, all that is necessary is to make the contact 8 as long as the contacts 7 and 9, thus keeping the electromagnet 10 energized as long as the engine, is in operation. As an alternative. the low tension ignition circuit may be temporarily interrupted for the purpose stated. at any desired point and independently of the hand controlled ignition switch.

Referring to the modification shownin Fig. 2 it differs from Fig. 1 only in that included in the primary ignition circuit itself between the A contact 7 ot' the centrifugal 2, instead of being adapted to be connected to the terminals of the battery and in shunt' ,y

with the primary ignition circuit. The contact 8 of F ig. 2 is connected to short-circuit the electromagnet 10 when the centrifugal ignition switch closes. In order to achieve the result obtained in Fig. 1, by making the Contact 8 of said figure as long as the contact 7 thereof for the pulPQS@ 0f keeping the elccz tromagnet 10 energzedias long as the-.centrfifiwal switch'is c osed, it is only necessary in Fig. 2 to omit'the Contact 8 altogether. Theoperation of the arrangement shown .i .i Fig. 2 is identical with that shown 1n Fig. l'. uring the starting-operation, the hand controlled ignition switch is held 1n the 2. Under these conditions, the electromagnet 25 is energized and the catch 22 does not coperate withv the notch 21. As soon as thel centrifugal switch closes, the electromagnet 10 is energized,

the lever :ZT released` the electromagnet dcmagnetized and the level' 1H locked in the, position shown. b v means ot the catch 2:2. It' the contact H ot' Fig. 2 is made use ot'. then upon a certain increase in the engine speed. thc electromaglut l() is short-circnitml at the points T and S and the resistance of the primary ignition circuit is accordingly reduced. 'l`his reduction is. however. very inunatcrial, because the electronnignet 10 need only be small and can readily be designed to otter but a small impedance to the ignition current.

Ilaving i'ully described my invention, what I claim as new and desire to secure by Letters Patent ot the United States is:

l. In an ignition system for internal combustion engines, .in ignition circuit/comprising a source ot current, a timer and a controlling switch` means tor establishing a circuit in shunt with said switch, and means governed by the speed ol` the engine for opening the shunt circuit.

2. In an ignition system t'or internal combustion engines, an ignition circuit comprising a timer, a source. ot' current and a switch controlled by the speed ot' the engine lor opening and closing said circuit, means for establishing a circuit in shunt with said switch, and means governed by the switch for opening said shunt circuit.

3. In an ignition system `tor internal combustion engines, an ignition circuit comprising a timer, a source ot' current and a switch controlled by the speed ot' the engine and open when the engine is at rest. means for establishing a circuit in shunt with said switch, and means governed by the switch for closing the ignition circuit at one engine speed and opening said shunt circuit at a. higher speed.

4. In an ignition system for internal combustion engines, an ignition circuit comprising a timer, a source ot' current and a switch controlled by theI speed ol the engine l'or opening and closing said circuit. a manually operable switch l'or establishing a circuit in shunt with the speed controlled switch, means holding the manual switch in closed position. and means governed switch.

In an ignition system tor internal combustion engines, an ignition circuit comprisv ing a, timer. a source of current and a controlling switch, a switch t'or establishing a circuity in shunt with said controlling switch, and electroniagnetically controlled means t'or holding said switch in closed position.

(i. In an ignition system for internal combustion engines. an ignition circuit comprising a timer, a source ot' current and a controlling switch. a switch i'or establishing a circuit in shunt with said controlling switch, electromagnetically controlled means for by the speedcontrolled switch i'or relaslng the manualY holding said switch in closed position. said electromagnetic means being governed by the controlling switch.

T. In an ignition system l'or internal combustion engines. an ignition circuit comprising a source ot' current, a timer, a controllingswitch governed by the speed ot the engine and a manually operable switch. a second manually operable switch i'or establishing a circuit in shunt with said ignition switches. and meansI governed by the speed controlled switch for releasing said second manually operable switch.

S. In an ignition system for internal combustion engines. an ignition circuit comprising a source ot' current. a timer, a controlling switch governed by the speed of the engine and a manually operable switchy and electromagnetically controlled means for holding the manual switch in closed posi-v tion, said means being governed by the speed controlled switch.

9. In an ignition system for internal combustion engines, au ignition circuit comprising a source ot' current, a timer, a controlling switch governed by the speed of the engine and a manually operable switch, and means controlled by the manually operable switch for establishing a circuit in shunt with the speed controlled switch.

10. In an ignition system for internal combustion engines, an ignition circuit comprising a source ot' current, a timer, a controlling switch governed by the speed of the engine and a manually operable switch. means for establishing a ciicuit in shunt with said ignition switches, and means governed by the shunt circuit tor holding themanual switch in closed position. c

ll. In an` ignition system for internal combustion engines, an ignition circuit comprising a source of current, a timer, a controlling switch governed by the speed of the engine and a manually operable switch, a second manually operable` switch for establishing a circuit in shunt with the said ignition switches, and resilient means connecting the said manually operable switches.

12. In an ignition system t'or internal combustion engines, an ignition circuit comprising a source ot current, a timer, a controlling switch governed by the speed of the engine and a manually operable switch, a second manually operable switch for establishing a circuit in shunt with the said ignition switches, resilient means connecting the said manually operable switches and tending to bring the second switch to open position when the first switch is closed. and means t'or holding said second switch in closed position.

In testimony whereof, I have hereunto setA my hand and allixed my sail.

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